Elevator-control apparatus



Sept. 21 1926.

' U .6005752 v F. E. BOARDMAN v ELEVATOR CONTROL APPARATUS Filed May 1924 I 4 Sheets-Sheet 1* US E5 Sept. 21 1926 F. E. BOARDMAN ELEVATOR CONTROL APPARATUS Filed May 6. 1924 4 Sheets-$heet 2 mm H Sn 1 mww mm Nov av m by, m

M 0 7 a m M 9 Sept. 21 1926.

F. E. BOARDMAN ELEVATOR CONTROL APPARATUS Filed May 6. 1924 4 Sheets-Sheet 5 B0 ardinali/ Sept. 21 1926.

F. E. BOARDMAN ELEVATOR CONTROL AiPARATUS Filed May 6 192 4 Sheets-$heet 4 Patented Sept. 21, 1926.

UNITED STATES PATENT OFFICE.-

FRANK E. BOARDM'AN, OF CHICAGO, ILLINOIS.

ELEVATOR-CONTROL APPARATUS.

Application filed May'S, 1924. Serial No. 711,371.

lhis invention relates to devices for con trolling elevators and giving warning sig nuts to the same, and has for its object to provide an apparatus of this character which will. be simple in construction, comparatively inexpensive to manufacture, and more eilicient in use than those which have been heretofore proposed. I

' lVith these and other objects in view, the invention consists in the novel details of construction and combinations of parts more fully hereinafter disclosed and particularly pointed out in the claims. I

This invention is animprovcment over that ol the copending application of Frank E, l-loardman and Frank E. Bo'ardman, J12, Serial No. 627,812, filed March 26, 1923, apparatus tor controlling elevators in that this apparatus is provided with a series of movable contacts 305 adapted to flash auxiliary warning signals on each elevator at predetermined times before the completion oi a trip to warn each operator when he is behind time in his, schedule and must go to the bottom floor without stopping in order to reach the latter on time. 7

Referringto the accompanying drawings ibrniing a part of this specification, in which like numerals designate like parts in all the views:

Figure 1 is a plan view of the assembled elevator controlling mechanism; Figure 2 is an end elevational view of the parts shown in Figure 1;

Figure 3 is a sectional view of the rotary contact cylinder;

Figure 4 isvan end clevational View of the "selective element associated with the contact cylinder shown in Figure 3;

Figure 5 is a perspectiveview partially broken away, of the contact member illustrated in Figure 3;

Figure 6 is a sectional view taken on the line 6-6 of Figure 3, looking in the direction of the arrows;

Figure 7 is a sectional view taken on the line 77 of Figure 3, looking in the direction of the arrows;

Figure 8 IS a fragmentary top plan view of the contact cylinder and its associated move in a longitudinal direction.

Figure 10 is a diagram of the wiring of the entire system;

Figure 11 is a diagrammatic view showing how a plurality of units may be joined in put together in order to enlarge the capacity of the system; and

Figure 12 is a sectional view taken on the 1 indicates any suitable support or base which may be located at any convenient portion of the building, as for example, on the first floor. 2 indicates any suitable motor provided with a clutch and a driven shaft 4 Secured to said shaft l isa suitable driving means such asthe friction disk 5 with which contacts the adjustable friction disk 6 rigid with thelongitudinally adjustable shaft 7 adapted to drive the cylinder 8. On one end of shaft 7, as best illustrated in Figure 3, is fixed a screw threaded sleeve 9, by means of the screw members 10 entering a g1 oove 11 with which said shaft is provided. Surrounding the screw threaded sleeve 9 is a knurled nut like member 13 supported in the ring member 14- rigid with the frame member 15. Said sleeve 9, see Figure 6, is provided with a slot 16 into which "enters the end 17 of a screw member 18, in order to prevent the said sleeve from turning when the member 13 is turned. Said knurled nut 13 is provided with the shoulder 20 which fits on one side of the ring member 14, and

a locking disk 21 secured to said nut 13, fits on the other side of said ring It, so that while said nut 13 is free to turn, it cannot move longitudinally of the shaft 7, and therefore its motion compels said shaft 7 to Also secured to the sleeve member 9 is an indicating member 22, adapted to coact with the scale 23, as best shown in Figure l. The

construction is such, as will be clear from the drawings, that when the knurled nut member 13 is turned the shaft 7 will be 100 moved longitudinally to change the'speed of rotation of cylinder 8, and the amount of movement will be indicated on the scale 23.

That is, the different movements of the shaft 7 will determine the different speeds with which the "cylinder 8 is rotated, as will be'clear from the drawin s. Said contact cylinder 8 is )rovided wit the outer member 25 of insu ating material fitted over two drums-26 and 27,.through which the shaft 7 119 line 12-12 of Figure 3, looking in the direction of the arrows.

- n'iaterial, and

' insulatin r i H, on, one tilt.

inber 25.

e same spec J 7 may h go the spec erwith the cured to the has ted therefrom are the and 3%, 'n which are located 28 a shown; associated the bracket 35,

with the end member to the q is the or S l rackets and 30 and tween th end inei tact carrying ine 7 made of insuiating l to the latter are the spring contact 1 38 ali' as will be clear from Figures 3 ans. 12. For each contact 38 there is a corresponding spring contact finger 39, se Figures 3 and 12. Each the contact fingers 39 is secured to the block ll as by means of the screws 42 and the contact terminal 4-3. The cylinder 8 is further provided with the insulating disk iike ring 1% in'u'hich fits the thimble like metallic mem er &5 provided with two cam projections 46 having the depression 47, between them. A spring 4:8 abutting against the coilar -59 located on the inner portion of the member and carried by the drum 27 constantly forces the member 45 toward the right as seen in Figure 3 and thus kee s the cams is in the path of movement of t is series of contacts 50, with which the outer insulating cylinder 25 isprovided.

lhcre is a pin contact 50 for each car to be controiled, and each pin 50 is connected as by a Wire ol'i ith a contact 52 located on the outer circumference of the cylinder 3, see Figures 3, and 12. These said contacts.52 are preferably arranged in rows circumferentialiy around the cylinder 8, see dotted lines 200, 201, and 202, Figure 9, and for each row of contacts 52, there is a spring Contact 53 secured to the base block 55 of insulated material, all as will be clear from Figures 10 and 12.

us will be clear from Figures 3 and 12, the bracket 35 pivots in the inner flanges of the members 33 and 34 around the axis of shaft 7 as a center, so that the sector shaped piece 37 may be rotated around said shaft to cause each'contact member '38 to engage a contact member 52, in its particular row of contacts at difierent ositions as will clear from the dotted lines, Figure 12. The purpose of this rotation will be disso that when the sector we 1 rotated in the manner above 'aclzet 35 will also be turned G1 is employed tojain or c member in its new posi ion and loci: the sector '37 in its ad:

made of insulating inateriah is secur. LO the ends of a pair of brackets 30 and 302 pivoting respectively in the outer flanges 303 oi the end members 33 and 3%. This contact carrying block 300 may be revolved around shaft 7 to any desired position Where it may-bc'locked by means of the set screw 30%. Secured to the block 300 are the spring contact fingers 305 adapted to make contact with the contact points 52 arried by the cylinder 8 as it reyolvcs, and

for a purpose to be subscqnentiy disclosed. 'lhatois to say there 15 provided a contact fr 305 for each circumferential row of contact points 52. Each contact iing'cr 305 has an arcuate extension 306, fitting the biocl; 300, by means of which said finger 305 is secured to said block. Each extension 306 also provides a contact surface against which presses a stationary spring contact member 307 secured to the base block 55 as by the screw 308 and contact terminal 3 )9. From the foregoing and with particular reference to Figures 1, 3 9 and 12, it will be understood that the contact points 52 are arranged about the cylinder 8 in circumfen ential rows; that each point 52 as it is carried around by the cylinder will make contact with the fingers 38, 53 and 305; that each movable finger 38 is in Contact with a stationary contact member 39; that each 'niovable finger 305 is in contact with a staed to turn entirely around the inside of the cylinder 8, and thus make contact with any one of the contact members 50. It will further be seen from Figure 9 that the circumferential row o'fcontacts 50 are each joined by the wires 51 to a corresponding contact 52, and that a contact 52 in each instance is the beginning of a series of contacts disposed about the circumference of the cylinder, and that each series contains a different number of contacts 52 corresponding to the number of cars which are to be controlled by said series. Stated in other words, referring to the numeral 1% in Figure 9, its corresponding contact 50 is joined by the wire 51 to a single contact '52, and therefore 1 indicates sponding contact 50.

ted gosiv 2-- -econd contact carrying member: 300,

point 70.

' The numeral 2, on the other hand, refers to a series of contacts consisting'ot two contactsand indicates that two cars are c011 trolled by its corresponding contact 50. In Figure 9, the lirst contact 52 of the series 2 is illustrated near the bottom of said figure, while the other contact 52 is illustrated near the top of the figure, the two contacts 52 and 52 being joined by the wire 63. The numerals 2 appearing at the bottom and top edges of Figure 9 identity the cut ends of the wire 68. In the same way, the numeral 8 in Figure 9 indicates that there are eight cars to be controlled in that series from its corresponding contact 50. Seven of the C011- tacts 52 of this last mentioned'series are shown as connected by the wire 64 and the eighth or last of said contacts 52? is shown at the upper edge otFigure 9, and as connected by the wire 64 The numeral 8 at the top and bottom of Figure 9 identifies the cut ends of the same wire. In the case of the se ries 10 allo'f the contacts 52 are shown as joined by the wire 65, extending from the top to near the bottom of Figure 9.

Referring now to Figure 10 and supposing that current enters the system through] the wire 76, it passes to the switch 75, to the wire 74, to the point 73, where it divides. A portion of the current now passes along the wire 72, to the motor 2, through said motor, and out of the same along the wire 71 to the Said current now passes along the wire 69 back to the switch member 68 and out the lead 67 back to the source of current. Another portion of said current passes from the Joint 7 3 along the wire 77 to the screw 78, Figure 3, to the bracket member 34 through the ball bearings 28, the drum member 27, the collar 49, and the contact member 17, to the contact pin 50. It said contact member 47 has been so turned through the medium of the member 14, see Figure 3, that said contact member 47 makes circuit with the contact pin 50, in the series of contacts 1, as is illustrated in Figure 10, thencurrent will pass through the wire 51 to said contact'52 in series 1, and as the drum 8 revolves in the manner above disclosed said contact 52 will make circuit with the spring member 38, see Figure 12, which is in contact with the spring member 39, see Figures 8 and 12. whereupon the current will pass out of the terminal 43 along the wire 80, Figures 10 and 12, to the spring plug 81, to its corresponding jack member 82 to the point 83 where it divides, a part of the current passing along the wire 81. through the white light 85 to the point 86, and thence along the wire 87 to the point 88. The current at the point 88 passes along the wire 89 back to the point 70, through the wire 69, switch 68, wire 67,- and back to the source,

From the point 83, the current passes along the wire 90, through the white lamp 91 which is carried on the car in shaft No. 1 and controlled by the series 1", Figure 10. From said white lamp 91 the current passes to point 92, along wire 93 to point 94 on the common wire 95, along wire 95 to point 96, along wire 97 to point 88, and thence along the wire 89 and its connections back to the source of current.

From the mechanism so far disclosed, it will vnow be clear that as the motor 2 revolves, the shaft 4, disk 6, shat't7, and cylinder 8 will be revolved at a speed corresponding to the adjustment of the disk 6, relatively to the disk 5.

It will further be clear that as the cylinder 8 is thus turned in the direction indicated by thearrows in Figures 9, 10, and 12, the first contact 52 in each of the series of contacts numbered from 1 to 10, will be brought into electrical connection with the contact member 38, Figure 12. Supposing, however, that the contact series 1 is thus brought into electrical connection with the; contact member 38 as described, current will pass through the white light located on the stationary board 1, and simultaneously pass through a corresponding white light 91 located on the car, which belongs to the series 1, and which is to be operated. The flashing of the white light 85 in the manner just disclosed willindicate to the elevator starter the factthat the car belonging to this particular series should start, and the flashing of the white light 91 will indicate to the operator of the car in shaft No. 1 that it is time for him to begin his upward trip. There are red lights to indicate to the carstarter and to the operators of the various cars the beginning of the downward trips, as will be presently disclosed. It should be stated that conveniently located between the top and bottom of the elevator shaft, or say about midway thereof, is a contact plate provided with suitable terminals, etc., for making suitable and well known connections with the white and red lights, on each car,

and of course, there would have to be as many sets of terminals as there are cars to be operated. As the connections are indicated in Figure 10, only'a single car would be operated as the motor 2 revolves for the contact 17 only makes circuit with the single series 1*. But now suppose that the elevator starter wished to control or to operate two cars instead of one. He would go to the indicator board 1, and with his hand turn the membera l, Figure 8, until the contact member 47 made circuit with the contact pin 50 pertaining to-the series 2 which, as shown in Figure 10, is provided with the two contacts 52 on the cylinder 8. In such case the current having reached the point 17 in Figure 10, would now pass along the wire 51 corresponding to series 2", and to both of the said series would znalre else with the correspond r thei two coac M F L are wibb'UGui members 39, and along connec mg wires 30 an l ending jacks 82, and to thepoints 83 where the current is divided,

dong; the wires 0: and Sfl'and through heir corresponding white lights 85 and 85*, o the points 86 and 86, along the wire 8"? to the point 38. The current now returns along the wire 89 baclr to its source as above described, it being understood, of course,

1 is now operating as car No. 1 ol the series 2, and therefore white light 91 is flashed precisely as was the case just described when onlyone car was being used. In this series 2, however, in addition to this saidcar No. 1 being operated, second car carrying a white light 91 is also operated, and this said white light is flashed simultaneously with the stationary white light 85 above dis 3 closed, by means of that portion of current passing 'rom said point of division 83 over the wire 90. to the light 91, carried by car No. 2, through the said light to the point 92*, along the wire 93 to the point 9%,of the common return wire 95, along said wire 95to point 96 over wire 97 back to the oint 88, and thence to the source, as above 'sclosed, over the wire 89.

l fhether one, two or more cars are used in this system, it is obvious that all of the said cars will never be started from the main or ground floor at the sometime. That is to say, all the cars operating in this system will have successive timesof departure "from the main floor and this is taken care of through the medium of the said rotary contact cylinder 8. The accomplishment of this is donethrough the particular disposition or displacement of the several contact points 52 around the circumference of the said cylinder, as shown in Figure 9. The spacing of these said contact points52 is such as to cause each successive car to be automatically signalled by the rotation of cylinder 8, at uniform intervals. That is, it we consider for instance series 2, in which but two cars operate, it will be observed that the contact points 52 and 52 are 180 apart, I or the circumferential distance from the first as contact point 52 along the wire 63 to the a k w y p 2, to the plugs 81 and 31 to their corcontact point 02*, see Fi ire 9, is the a or equal iii the distance from said can nt 52, baclr to said first named con- Likewise, in an other sei, h for example, as so has 3, contain.- in e 'nt contacts, the locations or the sucseem be on the la other words the full 360 oiicircuni'tcrcncc of the cylinder are divided into equal arcs by the number oi cars to be operated in the series, and at the points of division are located the particular contact points of that particular series. Thus it will be seen that each car in the series will be normolly flashed or signalled for its upward or downward trip at equal intervals of time.

In similar manner, signals for each car are flashed to start the downward trip through the medium. of the red'lights 105 and'lOG, located rsepectively on the board 1 and in the 'car. That is to say after the white lights are flashed the cylinder 8 inits continued revolution will carry the'conta'ct points 52 of each series on around from the contact lingers 38 to the contact fingers 53, see figures 10 and 12, and thus close the circuit momentarily which passes through the said red lights. lights, or down signals, are as follows:

The current passes from the source through the wire 76, through the switch member 75, wire 74;, to division point 73, over wire 77 to the variable contact member at", all as heretofore described, thence through the particular pin '50 with which the said variable contact member 47 engages over the wire 51 of that particular series connected with the variable contact member 47 to the contact member 52 carried by the cylinder 8. lVhen the cylinder 8 has revolved sufficiently to carry the point 52 so as to make contact with the spring finger member 58, see Figures 10 and 12, the current passes from the said contact 52 to the memer 53, through the terminal post 107 to the wire 108, along said wire to the point 109, thence over wire 110 to the other contact portion 111 or the plug 81, thence to the other contact member 112 of the jack 82, to

The circuits for these red the point 113 where the current divides,

then through the red light=105 to the point 114, thence over wire 87' which from Figure 10 itwill be observed is common to one side of both white and red lamps, and so to the aforementioned point 88. From the said point 88 the current passes over the wire 89 to point 70, and back to the source all as will be clear from the foregoing.- At the ,point 113 it will be observed thatthe current splits-and a second circuit starts at this point, passes over wire115 tothe red light 106 carried by the car No. 1, through said light to point 92, over the wire 93 to the point 94:, thence over wire 95 to point 96, over wire 97 to point 88, where it returns over the wire 89 as has been heretofore described, and as is illustrated in Figure 10. If two cars are utilized as was the case described previously, and'the said contact member t? engages the pin 50 of the series 2, then the circuit for the down signals will be as follows: As heretofore described, the circuit originating at the source will reach the contact 47, pass into the cylinder 8, enlivening contact points 52 of the said series 2, so that when the said contacts have revol ved through the turning of said cylinder theywill successively contact with spring members of which there are as many as spring contact'membcrs 38 and 39. The circuit now having reached contact member 52, passes through the spring member 53 to the terminals 107, thence over the wires 108 and 108, successively in the same manner as did current pass from the said contact members through the spring members 38, and thence over the wires 80 and 80 as was disclosed previously, in the description of the white or up signals.

Referring to Figure 10, a. will thus be i seen that the current will pass through these said wires 108 and 108 to the points 109 and 109, over the wires 110 and 110, to the points 113 and 113 where it divides, a portion passing to and through the red lights 105 and 105 to the points 114 and 114, thence over the common wire 87 to the point 88, and thence back to the source over the aforementioned return wire 89. The other portion of the said circuits passes from the points 113 and 113 over the wires 115 and 115 to the red or down signals 106 and 106, carried respectively by car No. 1, and car No. 2 of the series 2, through the said lamps to points 92 and 92, over the wires 93 and 93 to the points 94: and 94*, over the common wire 95 to the point 96, over the wire 97 to the point 88, and thence to the source over the common return wire 89.

A suitable pilot light 400,-see Figures 1,

2 and 10, may be connected in circuit, as

between the wires 71 and 74, to illuminate the control board l-when necessary.

In a similar manner, as just described, for series 2, .the system may be utilized for any number of cars up to and including ten. For example, should there be ten cars in the building, all operated by this system, the white signal for the start of each car and located on the stationary board 1 as well as the white lamp of each car and carried thereon, will be flashed successively, all in the same manner, as has been heretofore described by the specific examples of one, or two cars, the only difference being that for each car there must necessarily be a plug and a jack and that said plug must be insorted in its corresponding jack to control ,tendent or starter.

tacts withits respective spring member the A circuit will be closed so as to momentarily flash the lamps corresponding to the cars. For the sake of brevity, only the circuits .of one and two cars have been specifically traced and described, but it is obvious by referring to the drawings that in like manner the circuits will be made for any number of cars. That is to say, each circuit is really a duplicate of the other, the circuit being closed momentarily through the medium of the contact members .52 carried by the revolving cylinder.

It will now be seen that in order to con trol the starting of elevators in say, large ofiice buildings, to obtain the most eflicient service, there should be-a systematic control of the same, and this is accomplished through the employment of automatic means such as that explained herein. By the use of this system, each car is successively signalled, and thereby each car will have a uniform or equal number of trips during the day;

further, it will be obvious that in the early morning hours the peak of up travel is reached, and therefore at this particular time all the cars in the building can be thrown into this system by the plugging of the corresponding plugs into their picks.

However, say at aboutten oclock in the morning, the volume of up traflic is'considerably reduced and one or more cars may be temporarily thrown out of the system, the operators thereof laid off, and the volume of traffic handled in an efficient manner by the remaining cars at the will of the superin- Likewise, at the noon rush hour, and the evening home-going peak, the down travel may be controlled by the employment of all the cars.

In this construction, it is desirable to vary the time of the upward or downward travel. of the .cars in accordance with the passage of tra'tiio. That is to say, in the early morning hours when practically all of the said traflic is upward, it maybe/come necessary to time the trips of the car so that the time consumed in the upward travel is longer than the time required for the descent of the car. This is obvious at this time of day from the fact that there will be little if no downward passage or travel, and consequently no stops. Therefore, little time is required for the ear to reach the main or ground floor after leaving the top. "To

accomplish j this, the member 37 which is is capable of being swung about the shaft 7 as a center to such a position as is shown in dotted lines in Figure 12. From particular refrence to this figure, it will be seen that the member 38 in dotted line position makes contact with the points 52 at a position practically diametrically opposite from that location at which the spring member 53 contacts with the said point 52. -Tl i1s indicates that the up signal and down signal is flashed at equal intervals of time with traffic has greatly increased over traffic in the opposite direction. very advantageous to allow the car less time for its up trip than for the down trip and this is accomplished through the rotation of said bar 37 carrying the contact members 38 around to such a position as is indicated in full lines in Figure 12. From this said figure, it will now be observed that as the insulated cylinder 8 revolves in the direction of the arrow, the contact point 52 car ried thereby will contact the-spring member 53 and thus give the signal for the car to start its upward travel. There being little if no passage of traflic in this direction, the car can make practically a non-stop trip, and therefore it needs butlittle time to reach the top floor. Upon reaching the top floor, it tak% on its load of passengers and then" receives its down or red signal by virtue of main r 38 and by the oint 52 having contacted with spring to Fi re 12, it Wlll be quite obvious that the said car may start and continue its downward trip, making the necessary stops at intervening floors and reach the bottom or main floor after having consumed more time than was necessary for its up trip.

In a like manner, if the volume of trafiic is heaviest in an up direction, the said bar'37 held in a locked position through the medium of the milled set screw 61, see Figures 3 and 8, clamping against the upper portion of the supporting bracket 33, which may carry a scale175, as shown.

It will be obvious from Figures 1, 6 and 10 that the means employed to rotate the 'cylinder 8 consists of the motor 2, which delivers power through suitable gear reduction not described but indicated at 120, to

Then itwould be particularly referring of the particular contact 52".

the shaft 4 upon which is mounted the in-- sulated driving disk 5 which contacts with the insulated driven disk 6 carried by the cylinder shaft 7.

It will thus be seen that the speed or revolution of the cylinder 8 may be varied to suit the different conditions existing in a system of this kind by the shifting of the shaft 7 toward or away from the shaft 4.

After the system has been in operation for a short time and numerous tests have been taken, the elevator starter or some one entrusted with'thecare and operation OftllB device will havediscovered certain speeds of the cylinder will be best suited for certain hours of the day. To'facilitate the quick and easy adjustment of the speed of the cylinder, a scale 23, carried on one of the supporting brackets of the cylinder and a pointer 22 secured to thecnd of the shaft 7', I

are provided, so that as a result of the aforementioned 'tes'ts certain divisional markings of the scale '25 will represent the speed best suited for that particular hour of the day and consequently the cylinder 8 can be quickly positioned.

By referring to Figure 9, it will be observed that whereas the contact 52 of series .2 is on the row of contacts indicated by contact 52 at' say 180 from its corresponding contact 52 in the series 2} it is necessary to displace said contact 52 axially of the cylinder 8 for there is no room for the contact 52 in the row of contacts found in the dotted line 200. On the other hand, it is essential that circuit should be made with the contact 52 under the same conditions as if it were located on the dotted line 200 in the second row of contacts 52.

In order to accomplish this, the particular connections 210, see-Figures 1 and 12 ,cor-

responding to the contact 39 which governs the row of contacts 52 placed on the dotted line 200 is connected with an auxiliary connection 211, Figure 1, which is in all respects similar to the connections 210, and which connection 211 leads to a corresponding contact such as 39, which would lie in the path Further, the connections 210 and 211 are joined by the plate 212, so that when the circuit is made with the contact 52", it provides all the conditions that it would provide if such contact 52 were located on'the dotted line 200. The contact 213 pertaining to the series 3 is likewise displaced from the dotted line 200 and located between said line 200 and the dotted line 201, as shown inFigure 9,

belongs to the row of contacts 52 belonging to the row indicated on the dotted line 201. It is taken care of by joining the connection 214 with the connection 215 by means of the plate 217, see Figure 1. Likewise, the con tact 220, Figure 9, has been displaced. from the row of contacts 52 belonging on the dotted line 202, and it is taken care of by the connections 221 and 222, joined by the plate 223, all as will be understood from Figure 1. By adopting the construction just disclosed in Figures 1 and 9, it will be seen that I may place various contacts 52 in any given row of contacts, at such positions on the cylinder as will make the up and down trips of the cars at the desired intervals, and yet at thesarne time, I am enabled to crowd all of the contacts 52 into a relatively very small space indeed, thus enabling me to greatlyreduce the size of the cylinder; 8.

Referring again to Figure 9, it will be observed on the extreme end 230 of the cylinder 8 there is disposed a series of solid black numerals 1, 2 3", up to 10, and near said first named numerals there is also a row of open or li ht numerals 1", 2, 3", etc., up to 10". It will further be observed that whereas the first mentioned solid numerals go consecutively from the bottom of the top of Figure 9, the second series of numerals begin at the middle and go to the top, and then begin at the bottom and go to the middle. In other words, the be innings of the two sets of numerals are disp aced about 180 around the cylinder 8. The reason for this is as follows: These said cylinders 8 as they are manufactured are provided with these two rows of numerals disposed as indicated, and the disk like member 44 is provided with two V-shaped markings or indexes 231 and 232, readily distinguishable from each other by any suitable means not shown and displaced 180 from each other, as best illustrated in Figure 4. Further,

the said disk 44 is so mounted upon the said variable contact member 45 that the notch 47 of the said member 45 is in the same diameter as that joining the two indexes 231 and 232, as will be clear from said F igure 4.

Assuming that the positions of these'indcxes 231 and 232 are those indicated on Figure 9, and that the cylinder 8 is revolving upwardly or in the direction of the arrow in Figure 9, the utility of these two sets of numerals 1 and 2, .etc., will be illustrated by the following. Suppose the index 231 is opposite the solid.

numeral 2, and thus that there are two cars being operated and we wish to' suddenly place ten cars in service. Vithout the series oi numerals 1 and 10 we would have to turn. the index 231 to the solid numeral 10 and in the same direction in which the cylinder 8 is revolving. This often would be a diiiicult and inconvenient problem, for the case being displaced 180 irom index 231,

would be convenient, and we could turn said index 232 backwards only two divisions until it got opposite the-light, Figure 10*. Such a turning of indfex 2.- 2 would have the effect of turning the index 231 backwards, or in a direction opposite to the arrow in Figure 9, and making it register with the solid index 10 which is a much shorter and more convenient operation than turning it forward or in the direction of thearrow until it reached 10.

Referring more particularly now to Figure 10, the numerals 240,1epresent recall buttons, which have the convenient function of enabling the operator oi the system to .close any particular bircuit and to recall any particular car from a higher floor to the bottom floor in'nnediately' It is hardly necessary to trace all the circuits for these recall buttons, but one circuit might be briefly traced by considering the recall button 241,- for example. In such case, the current would flow from the point 242 across the switch at 241 and reach the point 109, whereupon it would flow along the wire 110, to and through the plug and jack connections 111 and 112 respectively, to the point 113, where it would divide and one portion thereof pass along the wire 115 to the red light 106, on the car, and back to the source of current in the manner already disclosed above. In this way, would the car No. 1 carrying the red light 106 be signalled to return at once to the bottom floor, and so on with each other switch 240.

It has been found that a car operating under the system disclosed in the aforementioned application, Serial No. 627,812 and likewise operating under the system of control as disclosed thus far is sometimes delayed in its round trip, a fact which necessarily puts that particular car behind in its schedule. That is to say, acar may leave the top floor on schedule time, i. e. upon receiving its red light signalbut, due to an unexpected increase in the down traffic the said car would receive the signalto' start its next up trip before reaching the first floor.

by said car would likelybe flashed therein at any point in its travel other'than at its defeat the purpose of this automatic control system.

- As a result the subsequent signals received To avoid such a condition, and thereby improve the efficiency of this system, an

auxiliary signal light is flashed in each car after the down signal has been received and before the flashing or" the up signal therein. This auxiliary signal light is of some color distinctly different from the other two signal lights and, in this connection, green has been found to be a very' practical color. This green light -may be conveniently grouped with the white and red lights or separated therefrom, but in any case should be so located in the car as \to be plainly within the vision or the car operator as he stands in operating position. For convenience this green light has been grouped with the other two signal lights in the car as will illustrated in Figure 10.

The lashing of this auxiliary signal is accomplished in a manner similar to the a 305 as the cylinder 8 revolves.

flashing of the other signals. From Figures 7 and 12 it will be seen that the contact points 52 are adapted to momentarily contact with the movable or adjustable fingers Further, it will be seen that the fingers 305 are provided with the extensions 306 which in turn contact with the fingers 307 which are provided with the terminal posts 309 connect ing with the wires 310. p

The circuit of this green signal is clearly shown in the wiring diagram, Figure 10, and may be traced as follows: Current de' rived from a source not shown will flow through-wire ,7 6, switch member 75, wire 74 to point 7 3, theme over wire 77 to the spring contact member 47 which is in engagement as shown with the pin 50 of series 1 carried by the cylinder 8. From pin 50 the current will flow along the wire 51 and thus ener ize the contact point 52 on said cylinder. W ien this point 52 by revolution of the cylinder, contacts with a finger 305, see Figures 10 and 12, the current will-flow through said finger 305, and its connections, to terminal 309, thence along the wire 310 to the portion 311 of the plug 81, through the portion 312 of the corresponding jack member and its wire connection 313, to the green lamp 314, through said lamp, along wire 315, to the point 94, thence over the wire 95 to the point 96, along the wire 97 to point 88, thence over the wire 89 to the point 70, along the wire 69, through the switch meinber' 68 and thence over the wire 67 back to the source of current.

Should two cars be in operation the contact member 47 would be rotated to engage the pin 50 of series 2 as explained heretofore with reference to the other signal circuits. Current from asource would then pass over wires 76, 74; and 77 through member 47 to the pin 50 engaged thereby, and thence along the wire 51 to the contact points 52, energizing the latter. Upon the rotation of cylinder 8 the first contact point to its corresponding terminal 309, thence along the wire 310 to plug 311, jack 312 along the wire 313 to the green light 314 located in ear member 2,- through said light, along wire 315 to point 94, thence back to the source along the. common return wires 97, 89, and (i7.

l a I From Figures 3, 7, 8, and I2 1t,w1ll be seen that the insulated contact finger carrying block 300 is rotatably supported and capable of being locked in an adjusted position by means of the set screw 304 clamping against the upper portion of the supporting bracket member 34 which may carry a scale 320.

The purpose of this auxiliary signal, as heretofore stated, is to warn the operator of the car that he will soon receive his signal for starting his up trip; In a building of ten stories this green signal light should flash in each car when the same had descended to about the third floor, thus allowing the car ample time to make the necessary remaining stops on its down trip and dischar e its load of passengers before receiving t e up signal. If the warning signal is flashed after the car has passed the third fioor then the operator will know that his car is ahead of schedule. On the other hand should a car receive this green signal before the said car reaches the third floor, then that car is behind schedule and, under .instructions for such a contingency, the operator of that car would not make any more stops until hereached the first floor. The timing of the auxiliary signal before the following up signal would of course be sufficient to allow a car, behind in its schedule, to express or go to the first floor without stopping from a relatively high floor.

As was the case'with the rotatable member 37, the block 300 carrying the contact lingers 305 is capable of circular adjustment to conform with the volume of trafiic. That is to say, when the trafiic is heaviest going up, asin the early morning rush hour, the member 300 would be positioned as shown in full lines in Figure 12, causing the circuit, for flashing the green warning light in each car, to be closed just preceding the closing of the circuit controlling -the white, or up warning signal circuit for each car to be closed more in advanceof the closing of the each car is told by the superintendent of traflic, or other person having supervision of the elevator service, each time the member 300 is repositioned so that each operator may know at which floor of the build ing he should receive his warning signal.

Passengersfor down cars which are behind -=schedule would of course be picked up by the following cars which were either on time or ahead of schedule.

Figure 11 discloses the utilization of this device in a system where more than ten cars are in use. In this said figure, thenumerals used inthe preceding figures are repeated intending to the cylinder 247, and of course a system of circuits not shown, but exactly similar to the circuits shown in Figure 10 areprovided in connection with said cylinder 247, and bearing the recise relation thereto that the circuits in Figure 10 bear to cylinder 8. For example, in Figure 11 the wire 310 corresponds to the wire 310 in Fig ure 10, and. the wire 108 corresponds to-thewire 108 in Figure 10, and the wire 80 corresponds to the wire 80 in Figure 10. The plug 81 in Figure 11 corresponds to the plug 81 in Figure 10, the recall buttons 240 1n Figure 11 correspond to the recall buttons 240 inc-Figure 10. It will be further observed from the point 88 in Figure 10 there extends a wire 248. In Fi re 11 this wire 248 extends from the boar 1 which is substantially the same as the. board 1 in Figure 1, to the board 1 in Figure 11, which is substantially a duplicate of a portion of the board 1 in Figure 1. I r

An important advantage of this system 1 resides in the fact that the signals'being given for a certain car may be transferred to any other car. That is to say,suppose five cars of a bank of more than five elevators should be in operation and something should happen to one of said five cars such as car No. 1. This articular car could be switched out of the sc edule and one of the idle cars be switched into said schedule without intertermg with the operation of the other four cars. Thisjis accomplished by simply removing from its jack-socket the jack-plug such as 81, see Figure 10, controlling car No. 1 and inserting it in the ack-socket identified with and controlling one of the, idle cars, such. for example, as car No. 6. Thereupon, as the cylinder revolves, signals will 199, 200, 201, etc.

be flashed as heretofore in cars No. 2, N0, 3,

No. 4 and No. 5 and at the same time intervals, and signals will be flashed in car No. 6

and itscorresponding lamps at the operating statioinfinstead of in the disabled car No. 1 and its corresponding station lamps.

In other words, by this substitution of ack -sockets, car N o. 6' will receive its signals between the signals given to car N o. 5 and car No. 2, and as five cars are still being operated, it will not benecessary to change the position of the selective contact element 47. Of course any one of the idle cars could be utilized in place of thedisabled car by the above transfer of the jack-plug controlling the car which was taken out 01E service.

It will thus be seen that'this system comprises a plurality of stationary contacts such as 40, each of which is adapted to make circuit throu h a suitable connection such as 38 or 39, wit a row of contacts 52 circumferentially disposed around the cylinder 8 as is indicated for example by the dotted line 199 in Figure 9. This system also comprises a plurality of stationary contacts 53, each of which is adapted to make circuith with each. of the contacts 52 in each row such as that indicated by the 'said line 199. That 53 for each circumferential row of contacts such as those indicated by the dotted lines It will'further be seen that each contact 40 controls-a pair of white lights such as 85 and 93, one being stationary and the other on the car or elevator. It is also clear that each contact 53 controls a air of red lights such as and 106, one

eing stationary and the other on the car. Likewise, the pairs of white lights are flashed simultaneously and the pairs of red lights are flashed simultaneously. The intervals of time between the flashings of the white and red lights may be made equal, or unequal by the rotating of the contact elements 37 and 38, around the cylinder 8. It

will also be clear that each circumferential row of contacts such as 199, 200, etc., contains but one contact 52 belonging to any one series of contacts 1*, 2 etc. In other words, when a contact member such as 40 or 53 touches a particular contact member such as 520 in a given row of contacts such as 200, Figure 9, no circuit is made unless all of the contacts of the series such as 6, to which the particular contact 520 belongs, have been selected for operation. This selection is accomplished by tur 'ing the member 47 to such a position as will'include in the operatingcircuit all the contacts .of the series 6, as previously described.v

It thus results that this invention constitutes an elevator controllingsystem, comprising a plurality of'series of contacts 1,

- as well as a if he is behind 5Q to automaticall 2, 3, etc., rotating with the cylinder 8 and that each contact 52 of each series is located in a different circumference or row 199, 200, etc, of the cylinder. The system also comprisesa pair of white and red lights such as 93 and 106'or signals carried by each car, pair of stationary white and red lights such as 85 and 105 that are flashed in connection with said first mentioned pair. Further, each pair of these signals is governed by a single rotating contact 52 in the particular series to which the car in question belongs because each contact 52 makes circuit at diflerent times with a pair of contacts 40 and 53. From the foregoing it will also be seen in addition to being able to auto matically control the times of travel of each car in making its up and down trips and causing the time consumed .in an up trip to be difierent from the time consumed in a down trip, that by this invention one is enabled to, transfer the signals of onecar .to another without interfering with the signals-being given to the remaining cars, and signal each car when it is behind its sche ule. This additional signal when flashed on each car lets the operators know when they are behind in their schedules, so that they may return at once to their starting points, and be ready to start their nextround trips on schedule time.

It is ObV'lOllS that those skilled in the art may vary the details ofv construction as well as the arrangement'of parts without departing from the spirit of the invention, and

therefore We do not wish to .be limited to the above disclosure except as may be required by the claims.

What is claimed is:

1. In an elevator control system for governing the running schedules of a group of cars, means to automaticallysignal at predetermined intervals, the time for starting each car of a roup on an up trip and a down trip including means to automatically signal each car at a predetermined time prior to the next signal for starting that car on its 3. In an elevator control system for governing the running schedule of a group of cars, means for flashing for each car of the group at regular and predetermined intervals a signal to start on an up trip and a 'for starting each car of the group on its up trip and its down trip including means to automatically signal at predetermined intervals each car priorto the next signal for starting that car on its next roundtri to let each operator know if he is behin in his schedule.

- 5. In an elevator control system for gov-v erning the running schedules of a group of cars, mcins comprising a plurality of rotating contacts to automatically signal the time for starting each car of the group on its up and down trips including means comprising a plur'ali y of contacts cooperating with said first named contacts to automatically signal each car at a predetermined time prior to the nextsignal for starting that car on its next round trip to. let each operator know if he is behind his schedule.

(5. In an elevator control system for governing the running schedules of a group of cars, means to automatically signal the time for starting each car of the group on its up and down trips including means to automatically signal each car at a predetermined time prior to the next signal for starting that car on its next round trip to let each operator know if he is behind his schedule, aiid including means for changing saidpredetermined time.

7. In an elevator control. system for governing the running schedules of a group of cars, means comprising a plurality'of rotating contacts for making on each car of the group signals at predetermined intervals to .start on its up and down trips including means to automatically and successively make on each of said cars at a predetermined time prior to the next signal for starting that car on its next round trip, a warnin signal to inform its operator if he is be iind in his schedule.

8. In an elevator control system for gov erning the running schedules of a group of cars, means including a' plurality of rotating contacts for making for each carof the group a signal tostart on its up and down trips including means comprising a plurality of contacts cooperating with said first named contacts to automatically make on each of said cars at a predetermined time prior to the next signal for starting that car on its next round trip, a warning signal to inform its operator if he is behind inhis schedule,

and including means mounting said last named contacts for simultaneous adjustment to vary said time.

I with refrence to said first named contacts 9. In an elevator control system for governing the running schedules of a group of cars each car provided with a signal to be flashed, means for flashing at predetermined intervals on each car of the group a signal to start on' a round trip including means to automatically flash at predetermined intervals on each'of said cars at a predetermined time prior to the next signal for starting that car on its next round trip, a warning signal to intorm-its operator if he is behind in his schedule.

10. In an elevator dispatching system for governing a group of cars adapted to make up and down trips, means for automatically making signals at regular intervals in a cycle of operations to start the up trips of the several cars and for automatically making signals at regular intervals in the'cycle of operations to start the down trips of the several ears, said means including means to make an auxiliary warning signal on-any of said cars at regular predetermined intervals prior to the next signal for the start of one of said trips.

11. In an elevator control system for governing the running schedules of a group of elevators means for making signals at'predeterminedintervals on each of said cars to start the up trips'and to start the down trips including means to simultaneously vary the time allowed for the up trips and down trips for all of said cars, including means to make a warning signal on each of said cars at 'predetermined time intervals prior to the signal for the start of the next up trip for that car and including means for separatelyvarying the last mentioned intervals for all cars simultaneously to fit the time allowed for each trip.

12. In an elevator controlsystem for governing the running schedules of a group of elevators means for making signals at preincluding means to simultaneously vary the time allowed for the up trips and down trips for all of said cars, including means cooperating with said first named means to make a warning signal on each of said cars at predetermined time intervals prior tp the signal for the start of the next up'trip for that car and including means coacting with said second named means for separately varying the last mentioned intervals for all cars simultaneously to fit the time allowed for each trip.

' 13. In an elevator control system for governing the running schedules of a group of elevators means comprising a plurality of contacts for making signals at predetermined intervals on each of said cars to start the up trips and to start the down trips including means to siniultaneousl vary the time allowed for the up trips an down trips for all of saidcars, including means cooperating with said contacts to make a warning signal on each of said cars at predetermined time intervals prior to the signal for the start of the next up trip for that car and iiicluding independent means for separately varying the last mentioned intervals for all cars simultaneously to fit the time allowed for each trip. 7

14. In an elevator .control system for gov 'erning the running schedules of a group of all of said cars, including means comprising i V a plurality of contacts movable relative to said first mentioned contacts to make a warning signal on each of said cars at predetermined time intervals prior to the signal for the start of the next up trip for that car and including means for separately varying the lastmentioned intervals for all cars simultaneously to fit the time allowed for each trip. i

15. In an elevator control system for governing the running schedules of a group of elevatorsmeans comprising a plurality of contacts for making signals at predetermined intervals on each of said cars to start the up trips and to start the down trips including means to simultaneously vary the time allowed for the up trips and down trips for all oisaid cars, including means comprising a plurality of contacts movable relative to said first mentioned contacts and cooperating therewith to makea warning signal on each of said cars at predetermined time intervals prior to the signal for vthe start of the next up trip for that car and including independent means for separately varying the last mentioned intervals for all cars simultaneously to'fit the time allowed for each trip.

In testimony whereof I ailix my signature. 4

FRANKE. Bo iRnM'aN. 

